Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0002—Controlling intake air
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D15/00—Varying compression ratio
  • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B21/00—Engines characterised by air-storage chambers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
  • F02B2275/32—Miller cycle
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• This invention relates to the field of reciprocating internal combustion engines such as those operating using the 'Air Standard Otto Cycle', or 'Air standard Diesel Cycle'. It also relates to modifications to such engines to improve their efficiency.
• Gasoline car engines operating on 'Air standard Otto Cycle 1 have an efficiency of between 22 and 28 %
• Diesel car Engines Operating on 'Air standard Diesel Cycle have an efficiency of between 36 and 42 %.
• Design, structure and construction materials of the gasoline and diesel conventional engines have been continuously studied and developed for over 100 years, to obtain highest efficiency from the used fuels.
• Quality of fuels and the mode of operation of the two-stroke and four-stroke engines have also been developed and tuned to better control the timings and progress of each stroke and their synchronization (between different cylinders of the same engine).
• Embodiments of the invention provide ways and means, which can increase extraction of the useful energy from fuels combustion and achieve higher efficiency of conventional engines, but also seek to minimise changes and modifications of their structure, construction, operation, and hence to:
• Embodiments of the invention modify conventional engines (both two-stroke or a four- stroke internal combustion engines) and significantly increase the efficiency and performance of those engines, and also improve the overall environmental effect of the automotive industry on environment.
• Embodiments of the invention modify the cam shaft, or any alternate devices with the function of the cam shaft so that the opening and closing of the individual (and all) inlet-outlet portals (suction valves) of the involved engines, to extend (or reduce) opening of the said valves for a calculated and predetermined time, and also reduce the volume of combustion chambers by a predetermined and calculated amount.
• Embodiments of the invention can also be applied to two-stroke engines and could actually increase the efficiency of those types of engines by higher margins and conservatively to above 35 %, with huge improvement of their environmental effect.
• Embodiments of the invention allow modified engines (gasoline and diesel) to operate with 50% to 60 % of the required fuel of unmodified engines, while they achieve more than 85 to 95 % of the power, as compared with the situation if the same engine is operated on conventional mode with 100% fuel.
• Embodiments of the invention achieve this by creating conditions of extended expansion ratio of the combustion gases and subsequently reducing pressure and temperature of the exhaust gases from the current levels of over 0.55 M Pascal (abs) (5.5 Bar) to less than 0.2 M Pascal (abs) (2.0 Bar) and the exhaust temperature from the current levels of over 1300 K to less than 1000 K.
• apparatus for controlling the volume of air inside a combustion chamber and cylinder of an internal combustion engine comprising an inlet-outlet portal having open and closed states and connected to an air source; and combustion chamber with reduced volume; wherein the inlet- outlet portal is controlled, when open, to permit air to enter the combustion chamber and cylinder and when closed to prevent air from entering or exiting the chamber and cylinder, in which the volume of air located inside the chamber and cylinder when the inlet-outlet portal closes, is less than the volume of the combustion chamber and cylinder defined when the piston is at the bottom dead centre (BDC) position inside the cylinder when the inlet-outlet portal is closed.
• BDC bottom dead centre
• This embodiment has particular application to engines in which fuel is injected into combustion chamber separately from the air taken into the combustion chamber and cylinder during the intake stroke.
• the portal closes during the intake stroke when the piston head has moved to a position of between substantially 40% to substantially 70% of the distance from the top dead centre position towards the bottom dead centre position.
• apparatus for controlling the volume of air inside a combustion chamber and cylinder of an internal combustion engine comprising an inlet-outlet portal having open and closed states and connected to an air source; and combustion chamber with reduced volume; wherein the inlet-outlet portal is controlled, when open, to permit air to enter and exit the combustion chamber and cylinder and when closed to prevent air from entering or exiting the chamber and cylinder, in which the volume of air located inside the chamber and cylinder when the inlet-outlet portal closes, is less than the volume of the combustion chamber and cylinder defined when the piston is at the bottom dead centre (BDC) position inside the cylinder when the inlet-outlet portal is closed.
• BDC bottom dead centre
• This embodiment has particular application to engines in which fuel is injected into combustion chamber separately from the air taken into the combustion chamber and cylinder during the intake stroke.
• the portal closes during the compression stroke of the piston when the piston head has moved to a position of between substantially 30% to substantially 60% of the distance from the bottom dead centre position towards the top dead centre position.
• apparatus for controlling the volume of air and non-combusted fuel mixture inside a combustion chamber and cylinder of an internal combustion engine comprising an inlet-outlet portal having open and closed states and connected to air and non-combusted fuel source(s); and combustion chamber with reduced volume; wherein the inlet-outlet portal is controlled, when open, to permit air and non-combusted fuel mixture to enter the combustion chamber and cylinder and when closed to prevent air and non-combusted fuel mixture from entering or exiting the chamber and cylinder, in which the volume of air and non-combusted fuel mixture located inside the chamber and cylinder when the inlet-outlet portal closes, is less than the volume of the combustion chamber and cylinder defined when the piston is at the bottom dead centre (BDC) position inside the cylinder when the inlet-outlet portal is closed.
• BDC bottom dead centre
• This embodiment has particular application to engines in which an air-fuel mixture is taken into the combustion chamber and cylinder during the intake stroke of the engine.
• the portal closes during the intake stroke when the piston head has moved to a position of between substantially 40% to substantially 70% of the distance from the top dead centre position towards the bottom dead centre position.
• apparatus for controlling the volume of air and non-combusted fuel mixture inside a combustion chamber and cylinder of an internal combustion engine comprising an inlet-outlet portal having open and closed states and connected to air and non-combusted fuel source(s); and combustion chamber with reduced volume; wherein the inlet-outlet portal is controlled, when open, to permit air and non-combusted fuel mixture to enter or enter and exit the combustion chamber and cylinder and when closed to prevent air and non-combusted fuel mixture from entering or exiting the chamber and cylinder, in which the volume of air and non-combusted fuel mixture located inside the chamber and cylinder when the inlet-outlet portal closes, is less than the volume of the combustion chamber and cylinder defined when the piston is at the bottom dead centre (BDC) position inside the cylinder when the inlet-outlet portal is closed.
• BDC bottom dead centre
• This embodiment has particular application to engines in which an air-fuel mixture is taken into the combustion chamber and cylinder during the intake stroke of the engine.
• the portal closes during the compression stroke of the piston when the piston head has moved to a position of between substantially 30% to substantially 60% of the distance from the bottom dead centre position towards the top dead centre position.
• the inlet-outlet portal comprises an inlet-outlet valve.
• an internal combustion engine comprising: at least one cylinder; at least one piston; a combustion chamber with reduced volume connected to the or each cylinder; at least one inlet-outlet portal for each combustion chamber having open and closed states and connected to an air or air and non-combusted fuel sources; a rotating cam to control each inlet-outlet portal; in which the cam is offset with respect to the bottom dead centre position of the or its respective piston.
• an internal combustion engine comprising a substantially incompressible member located inside the combustion chamber of an internal combustion engine for reducing the volume of the internal combustion engine.
• Figure 1 shows the schematic P - V diagram of the 'Air Standard Otto Cycle'
• Figure 2 shows the schematic P - V diagram of the 'Air Standard Diesel Cycle 1
• Figure 3 shows the schematic P V diagram of the 'Air Standard Atalla Mod. Cycle' with modification
• Figure 4 shows the schematic P V diagram of the 'Air Standard Atalla Mod Cycle 1 for diesel engines with modification;
• Figure 5 shows the schematic T - S diagrams of the gasoline cycles (engines).
• Figure 6 shows the schematic T - S diagrams of the diesel type cycles
• Figure 7 shows the schematic diagram showing components of the cylinder and rotation of the crank shaft (conventional and modified);
• Figure 8 shows the schematic diagram showing the required design modifications of the cam shaft and timing of opening of the inlet-outlet portal
• Figure 9 shows the combustion chambers, conventional and modified cylinders
• Figure 9a shows the combustion chambers, conventional and modified cylinders
• Figure 10 shows the schematic diagram showing components of the cylinder and rotation of the crank shaft
• Figure 11 shows a schematic diagram of the four-cylinder engine, and how cranks on the crank shaft are organized at 180 angular degrees from each other;
• Figure 12 shows the schematic diagram showing components of the cylinder and rotation of the crank shaft (conventional and modied) of the two stroke engines.
• embodiments of the invention may comprise an engine which comprises a piston 1 housed within a cylinder 3.
• embodiments of the invention can be used to modify existing engines as well as converting conventional engines to operate according to embodiments of the invention, and so need not contain all the features of the engine.
• the piston 1 is housed within the cylinder 3 so that the piston 1 is free to move within the cylinder.
• the piston is pivotally connected a liver 5 connection, which is in turn pivotally connected to a crankshaft (not shown).
• This connection of the piston 1 to the crankshaft converts the reciprocating motion of the piston within the cylinder to rotary motion of the crankshaft.
• This connection also limits the movement of the piston 1 within the cylinder between a position in which the piston head 8 (the face of the piston exposed to the combusted fuel or fuel and air) is furthest away from the crankshaft. This position is known as Top Dead Centre (TDC).
• TDC Top Dead Centre
• BDC Bottom Dead Centre
• TDC defines the volume of the combustion chamber
• BDC defines the volume of the combustion chamber plus the volume of the cylinder.
• the piston is free to travel from the Bottom Dead Centre Position (BDC) to the Top Dead Centre Position (TDC) within the cylinder.
• BDC Bottom Dead Centre Position
• TDC Top Dead Centre Position
• the seal between the piston and cylinder must be sufficiently good so that expanding combusted gases (during the expansion stroke of the engine as the piston moves from TDC to BDC) cannot escape between the piston and cylinder joint.
• the seal between the piston and cylinder must be sufficiently good so that it can contain the air or air and fuel mixture as this is compressed by the piston in the cylinder during the compression stroke of the engine as the piston moves from BDC to TDC.
• the cylinder has a working volume which is equal to the volume traced out by the piston head as the piston head moves between BDC and TDC. Therefore the working volume of the cylinder will be the cross sectional area of the cylinder, for example the area of a circle if the cylinder has a circular cross section, multiplied by the distance between TDC and BDC.
• the volume of the cylinder is usually used as a measure of the power of the engine.
• the combustion chamber is the volume into which air or air and non-combusted fuel is compressed when the piston reaches the TDC position.
• the combustion chamber has at one end an inlet-outlet portal 9.
• the inlet-outlet portal comprises an inlet-outlet valve.
• the inlet-outlet portal has open and closed states and is connected to an air or air and non-combusted fuel source(s) via a pipe 9 preferably a suction pipe.
• a pipe 9 preferably a suction pipe.
• the inlet-outlet portal is connected to an air and fuel source, there will be one source for the air and a different source for the fuel. The two components will then be mixed before being supplied to the suction pipe.
• an exhaust valve 11 Also provided at one end of the combustion chamber is an exhaust valve 11 , shown in figure 7 in the open position, and a spark plug 13.
• the exhaust valve 11 is connected to an exhaust pipe 15 so that combusted gas can be removed from the combustion chamber 7.
• cams 17 mounted on a camshaft 19 will control the inlet-outlet portal 9 and exhaust valve 11.
• any other apparatus may be used to control the opening and closing of the inlet-outlet portal 9 and exhaust valve 11.
• Embodiments of the invention modify the current design and operation of the reciprocating combustion engines, particularly, internal combustion engines (2 stroke or 4 stroke) of piston and cylinder type, operating on the principles of 'Air Standard Power Cycles' such as 'Air Standard Otto Cycle' Fig 1 , or 'Air standard Diesel Cycle' Fig 2.
• the said engines may use any of the fuels as the source of energy such as: natural gas, LPG, gasoline, kerosene, diesel fuel, light or heavy vacuum fuel, residue fuel, alcohol, bio fuel, hydrogen, combination of fuels or any other type of fuels. These are referred to as fuel.
• the piston and cylinder will usually be of circular section when viewed along the axis of movement of the piston.
• any shaped piston and cylinder could be used, for example oval or other shape.
• Embodiments of the invention change (modify) the existing cam shaft, by increasing (extending) the circular span of the mechanism of the cam shaft (metal humps) or any alternate devices with the function of the cam shaft, in positions that control the opening and closing of individual inlet-outlet ports (suction valves) of the involved engines.
• the cams will normally be mounted on a camshaft.
• the modified cam comprises a portion which is substantially oval in cross section.
• the cross section of the cam is substantially that of a Cartesian oval.
• the modification should be such to extend opening of each inlet-outlet port for the duration of the movement of the corresponding piston as follows: a- Open Inlet-outlet port when the corresponding piston is at the Top Dead Center (TDC), (start of the 'Suction Stroke') b- Keep inlet-outlet port open, while the piston moves from TDC to Bottom Dead Center
• the air will normally comprise atmospheric air, which has a composition, at 15 degrees Celsius and one atmosphere pressure, of approximately 78% Nitrogen, 21% Oxygen, 0.9% Argon, and less than 0.1% carbon dioxide, Neon, Methane, Helium, Krypton, Hydrogen and Xenon in descending quantities by volume.
• other compositions of air can be used provided they comprise at least a proportion of Oxygen.
• the inlet-outlet portal is controlled so that it is open for at least a portion of the first part of the compression stroke so that air or air and fuel mixture exits the combustion chamber and cylinder through the inlet-outlet portal.
• the modified cam is extended so that as it rotates clockwise, the extended hump of the cam shown as Z will force the inlet outlet portal to remain open as the piston moves from BDC to TDC, so that some air or air and fuel exits from the combustion chamber and cylinder.
• the modified cam actuating the inlet-outlet portal opens the inlet outlet portal at point Y in figure 8, at the normal time, which will usually when the piston head reaches TDC at the end of the exhaust stroke.
• the evicted air-fuel mixture will not have undergone a noticeable change of composition, (probably with little higher CO 2 content and higher temperature).
• This air-fuel mixture will mix with the other incoming fresh mixture being received from the carburetor or air supply pipe and air filter, and will be fed to the other cylinders of the said operating engine, which are or will be, performing the suction stroke (step), d- Close inlet-outlet portal when the said piston reaches the predetermined position as per point (c) above,
• the mechanical modification of the cam shaft should be able to force the closure of the inlet-outlet portal at the moment corresponding to position of the said piston at the end of covering the predetermined distance described above, which is preferably about 30% to.60% from BTC to TDC.
• Effect of the modified cam shaft mechanism (or alternate device) on operation of the 4 'strokes' of the involved engines is as follows: i- Extend the time of 'Suction Process -Stroke' of each cylinder, and for every suction stroke, and divide it into two steps which are: i-1 Filling Step (section)
• the said inlet-outlet portal will continue to be forced to stay open, while piston after reaching BDC of the cylinder (per item c above) will turn and move toward TDC and cover a predetermined distance, which could be, ideally but not necessarily, about 30% to 60% of the distance between TDC and BDC 1 and evict a proportional volume of air-fuel or just air from the said cylinder through the still opened inlet- outlet portal back into the air-fuel supply pipe.
• the piston will continue to move from point C toward the TDC and compress air-fuel mixture, or just air in the injection type engines.
• the piston compresses the full volume of air-fuel mixture or just air from the cylinder into the combustion chamber and achieves the predetermined and required 'Compression Ratio' of the air-fuel mixture, or just air.
• time duration of operation of the suction valve is about 90 angular degrees, while the crank shaft will move 180 angular degrees.
• inlet-outlet portal is expected to stay open for about 250 to 280 angular degrees of the full one revolution of the crank shaft, representing items a, b, c and d above.
• inlet-outlet portal (and exhaust valve is in closed position) will be closed and piston will perform compression stage (section) of the compression stroke.
• Required economic 'Compression Ratio' a- For 'Air standard Otto Cycle' -gasoline engines: 8 to 10 b- For 'Air standard Diesel Cycle' -diesel engines 22 to 26
• the most suitable distance for the piston to travel and achieve the desired compression ratio will be optimised by the actual operation experience to achieve the highest efficiency, which could be less than 30% or higher than 60%.
• the expansion ratio is usually equal to the compression ratio, and is mostly: a- For 'Air standard Otto Cycle' -gasoline engines: 8 to 10 b- For 'Air standard Diesel Cycle' -diesel engines 22 to 26
• the same effect of eviction of air-fuel mixture into the supply pipe can be achieved by closing the inlet-outlet portal before the corresponding piston reaches the
• the inlet-outlet portal is controlled by offsetting the cam from the BDC position of the piston.
• the portal is closed before the piston reaches the BDC position during the intake stroke of air or air and fuel. Closing the portal for at least a portion of the last part of the intake stroke means that the volume of air etc taken into the combustion chamber and cylinder when the valve closes is less than the total volume of the combustion chamber and cylinder when the cylinder is at BDC.
• the modified cam still opens the portal at the beginning of the intake stroke, shown as point Y in figure 8.
• the piston will continue to move towards the BDC position even when the valve is closed.
• the cylinder will contain air or air and fuel, with a volume which is equal to that of the volume inside the combustion chamber when the piston is at the bottom dead centre position inside the cylinder, but the pressure of the gas contained within that volume will be at a lower, assuming that this is carried out at constant enthalpy (internal energy). Therefore, the inlet-outlet port is controlled to permit air or air and non-combusted fuel at a pressure P and temperature T to enter or enter and exit the combustion chamber and cylinder, and when closed to prevent air or air and non-combusted fuel from entering or exiting the chamber and cylinder.
• the volume of air or air and non- combusted fuel located inside the chamber and cylinder at the pressure P and temperature T when the inlet-outlet portal is closed (and remains closed), is less than the volume of the combustion chamber and cylinder when the piston is at the BDC position inside the cylinder.
• the volume of the combustion chamber is reduced, to restore the compression ratio.
• the compression ratio is the ratio of the volume of the cylinder and combustion chamber when the piston is at the BDC position to the volume of the combustion chamber when the piston is at the TDC position.
• a- Add fixed dead volume a substantially incompressible member 21 to each combustion chamber (cylinder C2 of Fig 9 and fig 9a).
• the dead volume should be substantially incompressible and heat resistant at the pressures and temperatures experienced inside an internal combustion engine, for example at about 10 to 12 M Pascal and temperatures of up to 2500 K.
• the member should be fixedly attached to the inside of the chamber such that it does not impede the action of the piston in the cylinder.
• the member should be fixedly attached to piston head such that it does not impede the action of the piston in the cylinder.
• the materials chosen should have a high Bulk Modulus (incompressibility) and resist high temperatures. Typically, most types of steel will be adequate and usually steel, with a bulk modulus of ⁇ 2*10 11 Pascal is sufficiently incompressible and resists higher temperatures. Any of these options provide the necessary conditions, which will allow to achieve the required and predetermined compression ratio for the air-fuel mixture, while the relevant piston will move a predetermined distance from the point (moment) of closure of the inlet- outlet portal (as described in the modification No. 1 above) to TDC, which could be about 30% to 60% of the distance between BDC and TDC, such as the distance from point C to TDC - figs 7 and 9.
• Compression ratio of the air-fuel mixture is a very important parameter in operation of 'Air Standard Cycles', and is usually selected based on the main objective to achieve the best efficiency (performance) from the fuel used in the intended engine under reasonably acceptable (controlled) operation conditions.
• the current levels of compression ratios are:
• the required volume reduction of the combustion chambers for any modified engine therefore, should be such that when any piston travels the remainder of the distance of the relating cylinder, from the position where the inlet-outlet portal of that cylinder was closed (as described above) to the TDC (travels about 40% to 70% of the full stroke), will achieve the predetermined compression ratio.
• the achieved compression ratio should be similar to the compression ratios of operation of the conventional engines (Air Standard Otto Cycles or Air Standard Diesel Cycles).
• Engine is 'Air Standard Otto Cycle', (4 cylinder and 4 stroke, gasoline type),
• compression ratio (C R) of the modified engine (cylinder) will be restored to:
• V 0 the required physical reductions in the volume of combustion chambers
• Piston will perform the conventional part of the power cycle while travelling half of the cylinder distance between TDC and BDC. This section of the power cycle is performed under similar operation conditions and manner as the current conventional engines 'Air Standard Otto Cycle' in terms of:
• the said engine will operate on only 50% to 60 % of the designed amount of the fuel, while it could be capable to achieve 85% to 95 % of the designed horse power of the same engine at the same RPM, (if it was working per the conventional power cycle).
• This entails that the engine will be capable to move the car for which it has been designed for much longer distance per litre of the used fuel (more kms).
• Embodiments of the invention improve the engine efficiency by more than 30% as compared with the current operation (assuming the reference efficiency of the current gasoline engines as 100 %, as will be shown in the example).
• This measure may also not be easy to introduce due to the current design restriction and negligible gap between the TDC and the engine cover (head).
• Position and shape of the dead volume such as a piece of solid metal, could be fixed inside the combustion chamber in a selected suitable position.
• modification of injection mechanism will be required to adjust the fuel injection per the modified operation volume of the air in the combustion chambers.
• Embodiments of the invention modify current operating engines (such as gasoline or diesel engines) are not complicated, but rather simple and: • Maintain the overall engine sizes at the existing levels,
• the expansion ratio could be made very high and as high as 100. However practically it should be optimized so that the involved engine will produce the highest mechanical and thermal efficiencies and performances and maintain the smooth operation of the engine,
• Compression of the air-fuel mixture is performed to induce favourable conditions into the power cycle, which will assist in extracting the highest amount of useful energy from the combusted fuel and achieve best efficiency.
• This stroke is performed while the piston moves from the BDC to TDC,
• This cycle is performed while piston is approaching the BDC, the inlet-outlet portal is closed and the exhaust vale will be opened in a position while the piston is approaching the BTC to allow for sufficient time to evict the combustion gases (which will significantly expand as the exhaust valve opens) with least amount of energy,
• the useful energy energy used for the purpose for which the engine is used, such as car movement, fluids pumping, etc.
• ⁇ - is the engine thermal efficiency
• E u - is the useful thermal energy, which could be used to perform the required work
• E t - is the total thermal energy released from the fuel consumption
• the above table shows that the major part of the released energy is lost to the exhaust gases and to the cooling water.
• the medium size gasoline car engines (of 1600 cc to 2200 cc) seldom achieve above 10 to 14 km per litre, while the same size diesel cars can achieve about 15 to 17 km per litre. Even in ideal conditions the manufacturers may claim little higher performance.
• thermodynamics, operation and work principles of both the conventional 'Air Standard Otto cycle' and the modified 'Air standard Cycle' explain the modifications and compare the achieved results. Accordingly, the following description will include and show: i- Explanation of operation strokes and results under current conventional conditions, ⁇ - Explanation of the same operation strokes and results with the modifications, iii- Comparison of the results,
• This stroke is performed to fill the cylinder with fresh air-fuel mixture and is considered mostly to require very little energy in operation and is treated as neutral stroke in terms of energy requirement or release.
• the said piston moves and performs compression stroke, while both suction and exhaust valves are closed.
• the modification divides the cylinder itself into two distinct sections of the piston action (movement) during the compression stroke, which are: i- Eviction Section: From BDC to point C (about 30% to 60% of the stroke -lower part of cylinder), while piston moves, it performs the eviction of a portion of air-fuel mixture from cylinder back into the air-fuel distributor (supply system) and inlet-outlet portal is still open during this section, and closes at the end of this section,
• ii- Compression Section From point C (the position described, above) to TDC (upper part of cylinder), piston moves and performs the compression stroke; while both the inlet-outlet valve and exhaust valves are closed.
• Amount of air-fuel mixture in the said cylinder is about 50% of the full cylinder working size
• P 1 - Is the air-fuel mixture pressure at the end of the suction stroke and the start of the compression stroke, and is ideally (usually) 0.1 M Pas (1 bar), P 2 - Is the air-fuel mixture pressure at the end of the compression stroke and the start of the power stroke (prior to ignition of the fuel), V 1 - Is the air-fuel mixture volume at the end of the suction stroke and the start of the compression stroke (full volume of the cylinder and the combustion chamber), V 2 - Is the air-fuel mixture volume at the end of the compression stroke and the start of the power stroke (volume of the combustion chamber), K - Is a constant and expresses C p / C v , and for air: K 1.4 C p - Is specific heat of air under constant pressure, Cv - Is specific heat of air under constant volume,
• T1 - Is the air-fuel mixture (atmospheric air) temperature at the end of the suction stroke and the start of the compression stroke
• T2 - Is the compressed air-fuel mixture temperature at the end of the compression stroke and the start of the power stroke (and prior to the ignition of the air-fuel mixture)
• Compression stroke (process) will be performed for engines with the modifications, in the same manner as described for the 'Air Standard Otto Cycle' with the associated corresponding energy requirement and pressure and temperature increases.
• the major difference is in the actual volume of air-fuel mixture in cylinders of exactly the same stroke and bore (same size).
• the suction stroke inlet-outlet stroke
• the cylinder will be only about 50% full with air-fuel mixture of the full working stroke -plus the combustion chamber.
• Cycle' are: a- Very high combustion pressure of 'Air Standard Diesel Cycle', due to the much higher compression ratio, b- Auto Ignition of the air-fuel mixture in 'Air Standard Diesel Cycle', while the 'Air
• Standard Otto Cycle' has the electrical ignition system, c- In the fuel introduction (injection) type Diesel Engines, fuel injection could be controlled in a manner to sustain near a constant and predetermined pressure (close to the compression pressure) while the piston moves for about 20 to 30 % of the distance from
• Amount of fuel used (supplied to the engine) for the normal operation of 'Internal Combustion Engines' (for speeds of 70 to 100 km/h) is such to produce about 2300 to 3260 Joule (550 to 780 cal) per litre of air, to achieve air to fuel ratio of about 16.5 to 19).
• This energy supply to the intended engine is normally related to the weight ratio of air to hydrocarbon fuel mixture at:
• the high air to fuel rate ( 19.64 / 1 ) will cause significant energy losses as it means heating additional amounts of air -more than 15 to 20 % above the ideal rate, from 288 K to over 1200 K and exhausting to atmosphere.
• the supplied thermal energy assumed at 2720 Joule (650 cal) per litre, will raise temperature of the compressed (and combusted) gases in the combustion chamber instantaneously and very sharply.
• Theoretical increase of temperature from combustion of fuel in the combustion chamber (Tj Crea se), assuming an instantaneous release of energy, will be:
• T th i d Theoretical ideal temperature (T th i d ) under conditions of ideal air to fuel ratio of 16, will be significantly higher and over 3200 K:
• P 3 - is the pressure of the combustion gases after ignition of the air-fuel mixture and transfer of the full theoretical released heat to those gases
• T 3 - is the temperature of the combustion gases after ignition of the air-fuel mixture and transfer of the full theoretical released heat to those gases
• i- Exact timing (tuning) of the ignition moment (preferably little before the piston reaches the TDC) is difficult to maintain effectively, ⁇ - Time required to complete the fuel combustion, (preferably very fast and while the piston has just passed the TDC and starts to move to the BDC), iii- Heat transfer from the very hot gases (temperature over 2400 K) to cylinder's walls
• Air-fuel ignition or auto-ignition in the case of diesel engines
• energy release and pressure increase described before, for the 'Air Standard Otto Cycle' will also be performed in the same manner for engines with the modifications.
• T th Theoretical temperature at the end of the expansion stroke (BDC), will be:
• expected temperature (T e ) at the end of the expansion stroke (BDC) with the assumed temperature at the start of expansion stroke (TDC) at 2400 K will be:
• Combustion gases continue to expand adiabatically, under controlled conditions by another 9.5 times of the size of the combustion chamber (from point D to point E on the Figs 3 and 4) starting from the end point of the conventional cycle expansion section. This will assist to complete combustion process of the introduced fuel and significantly reduce the exhaust temperature, as shown below:
• the real exhaust temperature will be slightly higher, due to the much longer time of combustion, and could be (conservatively) at about 850 to 1000 K.
• the area from point D to Point E to point F to point A and back to point D represents the additional useful energy, which will be added to the conventional engine useful energy between the point A to point B, to point C, to point D and back to point A.
• This area could represent a major input and will significantly improve the operation efficiency and parameters of the vehicles.
• This stroke is performed to evict the combustion gases from the cylinder to the outside environment and prepare that cylinder for the next cycle.
• This stroke does not require high energy demand at lower engine speeds (crank shaft) of less than 1600 revolution per minute (RPM), and also depends on the size of the exhaust valve.
• RPM revolution per minute
• energy requirement to evict the combustion gases out of the cylinder increases. It is expected that by the time the engine speed reaches to about 3000 RPM, eviction process of the combustion gases may require up to 0.1 M Pascal (over 1.0 bar) pressure from the piston and crank shaft.
• Table 2 Summary of results of the operation of the two types of engines.
• the table shows significant increase of thermal efficiency of the modified engine to 68.1% as compared with efficiency of the conventional engine of 53.64 %, with the increase of about 14 %.
• Reduced temperature of the engine operation by more than 200 K will in turn reduce the energy lost with cooling water by several percents (probably by more than 5%) and will result in an overall improvement of the gasoline engines operation efficiency by over 19% (of the net energy input) as compared with current operation of the 'Air Standard Otto Cycle'.
• a near similar improvement in the efficiency in operation of 'Air Standard diesel Cycle' could also be expected. (This could be tested and further improved in actual experience).
• the modifications significantly increase efficiency and performance of the involved engine (even much higher than those shown in the above tables) and subsequently increase the km per litre for the automotive industry.
• the modifications are very useful in the operation of larger engines, such as the Diesel Power stations, which operate on light and heavy Vacuum Gasoil (ship engines) with cylinder bore and stroke of over 300 mm.
• the reduced temperature of the exhaustion gases and extended expansion stroke are expected to noticeably improve the engine's efficiency and performance, in terms of: * " Significant reduction in the exhaust gases temperature (probably by more than 300 K, from -say 1250 K to below 950 K) • " less heat loss to the cooling water or cooling air due to the overall significantly reduced operation temperature, while maintaining and improving the main operation parameters as compared with the conventional engine, - Only air cooling may prove to be sufficient even for engines of 2000 cc size,
• cranks arrangement on the crank shaft for the future 4 cylinder engine may be arranged at 90 angular degrees from each other, as compared with the current preferred arrangement of 180 angular degrees (fig 11),
• the real exhaust temperature could be (conservatively) about 920 to 1000 0 C, This is a very significant reduction of the exhaust temperature of the expelled gases and the associated thermal energy.
• Exhausted energy with combustion gases with the modifications will be :
• the 'Power Cycle' shown in the Figs 3 and 4 is a new type of 'Air Standard Power Cycles', which can significantly extend the expansion stroke of this Power Cycle beyond those of both the conventional 'Air Standard Otto Cycle' and 'Air Standard Diesel Cycle' and is substantially different from both of them.
• Inlet-outlet portal will be closed at the piston position corresponding to the end of the predetermined distance of 30% to 60% of the full distance between BDC to TDC.
• ii-Split s the conventional compression stroke to: a- Eviction stage, while piston moves from BDC and covers a predetermined distance between BDC and TDC as per item i-b above, b- Compression stage, while piston moves from the predetermined distance (as described in point a above) and moves to the TDC of the corresponding cylinder,
• Ni- Extend the expansion stroke a. Significantly Extends the expansion stroke of the Power Cycle and accordingly the expansion ratio of the combustions gases, beyond those of both the conventional 'Air Standard Otto Cycle' and 'Air Standard Diesel Cycle'.
• a- Exhaust stroke is similar to the conventional operation of the involved engines and is performed while corresponding piston moves from BDC to TDC.
• the main difference in the actual size of the exhausted combustion gases which is much smaller in the modified engines and at lower pressure and temperature. Hence, requirement for power to evict the combustion gases out of the cylinders will be much less (negligible)
• the new power cycle is substantially different from both of the conventional 'Air Standard Otto Cycle' and 'Air Standard Diesel Cycle'. It has it's own analytical characteristics and approach and of particular importance is the provision of high flexibility of the expansion ratio of the combustion gases.
• Controlling system and mechanism could also be further tuned and controlled to have lower expansion ratios with lower RPM of the 'crank shaft' and higher expansion ratios with higher RPM, and also to control the exhaust pressure just above atmospheric pressure.
• Atalla Mod 30 The Cylinders will be filled with 70% of the full size, Atalla Mod 40 The Cylinders will be filled with 60% of the full size, Atalla Mod 50 The Cylinders will be filled with 50% of the full size, Atalla Mod 60 The Cylinders will be filled with 40% of the full size,
• Atalla Mod 35 Atalla Mod 38, or Atalla Mod 42, or Atalla Mod 45, etc.
• the modification for 'Air Standard Otto Cycle' or the 'Air Standard Diesel Cycle' could also be applied to the two stroke engines.
• the modifications comprise also the mechanism on the cam shaft or any alternate devices with the function of the cam shaft, which controls the opening and closing of inlet-outlet portal, and the required reduction of size of the combustion chambers.
• Modification of the mechanism controlling opening and closing of the inlet- outlet portal should be applied (introduced) in a manner to allow the full power cycle (2 strokes - for every one full revolution of the crank shaft) to run smoothly and trouble free also, as compared with the conventional operation, and improve the efficiency of the involved engines.
• Piston will compress air-fuel mixture into the combustion chamber and achieve the required compression ratio of 8 to 10,
• Piston will moves from point C 1 to TDP (Fig 12 a) and from point D 1 to point A (TDC) (fig 12 c), Piston will compress air-fuel mixture (about 40% to 60% of working size of the conventional cylinders) into the combustion chamber and achieve the required compression ratio of 8 to9 (with the reduced volume of the combustion chamber),
• Embodiments of the invention significantly improve operation of the two stroke engines, and in a similar manner as the modified 4 stroke engines, in terms of:
• Combustion gases will be exhausted through a side slot on the side of cylinder
• Table 4 Operation of conventional and modified two stroke engines according to embodiments of the invention.
• Table 4 (continued): Operation of conventional and modified two-stroke engines according to embodiments of the invention.
• efficiency of the 2 stroke engines may be improved even by a higher margin than the 4 stroke engines and also significantly improve the environmental aspects of operation of the 2 stroke engines, in terms of much reduced noise and emission of CO 2 and noxious gases.
• This horsepower is developed with the use of only 50% fuel as compared with the 'Air Standard Otto Cycle'.
• improved performance could be expressed as the achieved power in two 'Power Cycles' with the same size physical engine, for the same amount of fuel,
• the same engine can also develop 36,26 horse power (HP), by increasing the filling the working volume of air-fuel mixture - in the example - to : (indicative only)

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Combustion Methods Of Internal-Combustion Engines (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Related Child Applications (1)

Publications (1)

Family

ID=37232624

Family Applications (3)

Family Applications After (2)

Country Status (10)

Families Citing this family (10)

Citations (2)

Family Cites Families (83)

• 2006
  • 2006-09-08 GB GBGB0617726.5A patent/GB0617726D0/en not_active Ceased
  • 2006-11-22 DE DE202006021155U patent/DE202006021155U1/de not_active Expired - Lifetime
  • 2006-11-22 EP EP06808649A patent/EP2061962A2/en not_active Withdrawn
  • 2006-11-22 US US12/310,809 patent/US10036336B2/en active Active
  • 2006-11-22 KR KR1020177035578A patent/KR102105240B1/ko active IP Right Grant
  • 2006-11-22 WO PCT/GB2006/004373 patent/WO2007045918A2/en active Application Filing
  • 2006-11-22 KR KR1020137033136A patent/KR20140019444A/ko active Search and Examination
  • 2006-11-22 ES ES11165673T patent/ES2813092T3/es active Active
  • 2006-11-22 PL PL11165673T patent/PL2447513T3/pl unknown
  • 2006-11-22 EP EP11172932A patent/EP2405119A1/en active Pending
  • 2006-11-22 JP JP2009527186A patent/JP2010502887A/ja active Pending
  • 2006-11-22 KR KR1020157035309A patent/KR20160003874A/ko not_active IP Right Cessation
  • 2006-11-22 KR KR1020097007122A patent/KR20090127119A/ko active Application Filing
  • 2006-11-22 CN CN200680056271.2A patent/CN101641506B/zh active Active
  • 2006-11-22 EP EP11165673.2A patent/EP2447513B1/en active Active
  • 2006-11-22 KR KR1020177000626A patent/KR102105234B1/ko active IP Right Grant
  • 2006-11-22 DE DE202006021157U patent/DE202006021157U1/de not_active Expired - Lifetime
• 2012
  • 2012-03-21 JP JP2012064294A patent/JP2012112393A/ja active Pending
• 2013
  • 2013-07-22 JP JP2013151949A patent/JP2013213507A/ja active Pending
• 2015
  • 2015-09-10 JP JP2015178456A patent/JP6290836B2/ja active Active

Patent Citations (2)

Non-Patent Citations (3)

Also Published As

Similar Documents

Legal Events